Running board



Jan. 7, 1941. H BARTSCH 2,227,873

RUNNING BOARD Filed Jan. 23, 1939 5 SheetsSheet 1 Faro. mw YFW 22 f 7 g W W 6 Jan. 7, 1941. BARTSCH 2,227,873

RUNNING BOARD Filed Jan. 23, 1959 5 Sheets-Sheet 2 07 ,Q7/ 0/ SP6 7AM, am 7634 Jan. 7, 1941. H. E. BARTSCH RUNNING BOARD Filed Jan. 23. 1939 5 Sheets-Sheet 3 lizuarzto 7?:

H. E. BARTSCH RUNNING BOARD Filed Jan. 23, 1939 Jan. 7, 1941- 5 Sheets-Sheet 4 .Ziuxantor: 17527 cZPZZBQ/WOQ ammm;

H. E. BARTSCH RUNNING BOARD Jan. 7, 1941.

Filed Jan. 23, 1939 5 Sheets-Sheet 5 Patented Jan. 7, 1941 PATENT OFFICE j RUNNING BOARD Herbert E. Bartsch, Chicago, 111., assignor to Universal Railway Devices Company, a corporation of Delaware Application January 23, 1939, Serial No. 252,373

12 Claims.

This invention relates to running boards such as used on top of box cars, and has for its principal object to increase the safety to trainmen and to reduce the cost of the original installation and repairs or replacements.

One feature of safety resides in making the tread concave or sloped upwardly and outwardly at the sides to prevent slipping and to give trainmen a greater feeling of safety both in standing with feet well apart crosswise to the board and in walking or running along the running board.

Another feature of safety resides in making the tread of reticulated or open-work metal, presenting corners or edges to prevent the trainmans feet from slipping in any direction; and the preferred material is expanded metal especially formed to arch those connecting parts between the uncut portions of the original sheet near their lower ends in order to geta greater length thereof in position to receive the trainmans feet, and therefore reduce the possibility of slipping or skidding.

To effect economy the running board is made in several sections assembled from each end of the car toward the middle, keyed with an intermediate section and made fast with a minimum (or greatly reduced number) of bolts so arranged that the whole has a natural tendency to remain together, but in which any section can be readily replaced.

Further objects and advantages of the invention will appear as the disclosure proceeds and the description is read in. connection with the accompanying drawings in which Fig. 1 is a perspective view of a portion of a box car showing the running board installed upon its roof;

Fig. 2 is a side elevation somewhat diagrammatic showing the adjacent ends of two sections of the running board and an intermediate section in position from which it is lowered into place, keying with the assembly;

Fig. 3 is an enlarged side elevation of adjacent ends of two sections assembled to a saddle on thecar roof;

Fig. 4 is an enlarged perspective view of corner portions of two adjacent sections about to be assembled;

Fig. 5 is a perspective view of the frame of a running board section, the intermediate portion being broken away;

Fig. 6 is a perspective view of corner portions of the frame and a bolt fixture just prior to being. brought together and made fast by rivets;

Fig. 7 is a plan view of one corner of one sec-, tion of the running board;-

Fig. 8 is a longitudinal section of one section or unit of the running board, the intermediate portion being broken away;

Fig. 9 is a transverse cross section ning board:

Fig. 10 is a perspective view of an alternative form of frame;

Fig. 11 is a plan view of one corner of the 10 running board having the modified form of frame;

Fig. 12 is a longitudinal section of adjacent ends showing a different means for fastening the sections together;

Fig. 13 is a transverse section of the running board having the modified form of frame;

Fig. 14 is a plan view of specially formed expanded metal preferably used for the tread of the running board;

Figs. 15 and 16 are sections taken on the lines l5-l5 and l6-l6 of Fig. 14;

Fig. 17 is a perspective view of an, end section '30 of the longitudinal running board, made in a unit with the corresponding latitudinal running board;

Fig. -18 is a perspective view showing the parts of the frame work used in Fig. 17 displaced slightly to more clearly illustrate their form; and

Fig. 19 is a section taken on the line l9--l9 of Fig. 17.

But these specific illustrations and the corresponding description are used for the purpose of disclosure only and are not intended to impose unnecessary limitations on the claims.

In Fig. 1, it indicates the roof of a box car, II the longitudinal running board made in sections and I! the latitudinal portions .of the running board.

Each section of the running board includes a frame, preferably as shown in Fig. 5, Sheet 2, including side beams i3, cross bars I4, and a sill l5. Each side beam is made of sheet metal and includes a web I6 (Fig. 6) forming the bottom chord and a flange l'l extending outwardly then upwardly at l8 and inwardly at 19, to form the top chord and also a means for receiving and fastening the edges of the tread.

Each cross bar I4 is of generally angle, or L-shape, in cross section and at each side has a flange 20 adapted to lie along the end of the web I6 and be secured to it.

At one end, in the preferred form, each corner is also equipped with a bolt fitting, generally indicated by A in Fig. 6, and including an L-head I of the run- 2| and a bolt shank 22. The three parts shown in Fig. 6 are brought together and made ,fast by two rivets 23. Of course, it is not'intended to exclude the use of welding and if that means of fastening should be chosen it would doubtless be expedient to weld the flange 20 to the web l6 and weld the bolts to the vertical flange of the cross bar l4.

At the end opposite to that just described each of the corners is provided with a short length of angle 24 (Figs. 5, 7 and 8) the beveled end of which has a slot 26 and forms a seat adapted to rest upon a support (Fig. 3) shown as a Z-shaped bracket at 21 secured to the car roof by bolts 28. From this Fig. 3 it will be seen that when two adjacent ends of running board sections are brought together the bolt 22 at the corner of one passes through the slot 26 at the corner of the other, through the support 21 and is made fast by nut 29.

This is the preferred form of connection between adjacent sections because of its simplicity and its natural tendency to remain assembled.

In placing the running board on the roof of the car the sections, or units, will be assembled from opposite ends towards the middle, th end sections 30, Fig. 1, being placed first and fastened by braces 3|, then other intermediate sections are installed in regular series towards the middle of the car and finally a key section 32, Fig. 2, having bolts 22 at each end, is lowered in position and made fast.

With such a construction any section of the running board can be replaced by first removing the key section and then the intermediate section, or sections, between the key section and the one to be replaced.

In the recommended practice shown in the American Railway Association Manual Supplement, March 1, 1930, Plates 150., 151 and 163, at least six bolts are required at each saddle for the running board except at a splice when eight or more bolts are required. The saving of this preferred construction over the recommended practice is very considerable in the matter of labor, both in installation and in repairs or replacements.

The tread 33 is of reticulated metal, the edges of which are received between the portions I1 and IQ of the top chord of the side beams (Figs. 6 and 9). The portion l9 extends inwardly beyond the web I6 of each beam and is bent or struck down at 34 (Figs. 8 and 9) to enter openings in the reticulated metal and fasten the edges securely to the beams.

In Fig. 9 it will also be noted that the sides, generally indicated by B, are sloped upwardly and outwardly. In this particular illustration there is a rise of one-half inch in four inches, but that is only illustrative, as is also the angular bends 35 in thecross bars 14 (Fig. 5). The intent is to make the tread somewhat concave, although in the main the upward and outward inclination will be most noticeable along the side edges, and it is a matter of indifference whether smooth curves or polygonal shapes are used.

It has been found in practice that the upward inclination at the sides prevents slipping and gives the trainman a greater feeling of security, whether he is standing with his feet well apart, as is customary, or is moving along the running board as the car sways, which it always does in travel. Generally speaking, the slopes should be at right angles to the brakemans leg when he is standing spraddle'-legged and facing one end of the car.

In this connection it will also be noted that by fastening the edges of the tread with the chord portions l9 nothing in the way of a trap is formed at the side although there is adistinct edge over which the foot must ride before the actual footing can be lost.

In Fig. 10, Sheet 3, there is shown a. modified form of frame, in which the sills l3 and cross bars l4 are made in one piece from sheet metal, the joint at the ends of the strip being shown as a weld 36. This sort of frame lends itself to use with the fastenings disclosed in connection with Sheets 1 and 2, and both the modifled and preferred form of frame lend themselves to use with the fastening means shown particularly in Fig. 12, Sheet 3, where the Z-shaped support 31 has a long top flange 38 upon which adjacent ends of running board sections rest and are made fast by bolts 33, one at each corner, passing through openings 40 in the top flanges of the cross bars l4. By referring back to Fig. 5, where the openings 40 are also shown, it will-be apparent how easily the preferred form of frame lends itself to this modified mode of fastening which may be preferred by some railroad men.

By preference the tread is made of expanded metal and that here shown corresponds to what is known in the trade as one and one-half inch No. 9, one and one-half inches being the distance between centers of the uncut portions 4| and 42, Figs. 7 and 11, and No. 9 being the gage or thickness of the metal.

Expanded metal of this character can be bought in sheets of suitable width and length for sections of the running board, and with the mesh or connecting portions in the position shown,

the corners presented to the trainmans foot, 40

make an excellent anti-slipping surface. Also,

the stiffness crosswise to the running board is quite appropriate to the needs, being neither too yielding nor too stiff under the foot falls of the passing trainmen. Lengthwise, however, such a sheet is too flexible and for that reason a sill I5 consisting of a flat bar, is placed in the middle between the cross bars l4. As shown, its ends 43 are turned at right angles and secured by rivets 44. Thisrsill will give the necessary support against sagging lengthwise.

Conventional expanded metal is somewhat deflcient in the length of the connecting portions presented at the surface, or what amounts to the surface of the tread. Referring to Fig. 9,

for example, the connecting portions 45, extending from an uncut portion 46 to an uncut portion 41, have a portion of their length too low to engage the trainmans foot. An improved form of expanded metal, shown on Sheet 4, is to be preferred to the conventional form. By reference to that sheet it will be seen that the connecting portions are arched upwardly near the uncut portions 46, thereby bringing a greater length at the general surface for contact with the trainmans foot.

The characteristics of the metal forming the frame will vary with the choice of the railroads engineers and, of course, will vary somewhat with the length of the sections. As shown, sections approximately five feet are contemplated and for such No. 12 sheet gage .109 thick is sufficient for the beams, l3.

Where ordinary steel is used, any of the conalongside and inwardly over the corresponding ventional rust-proofing may also be used, such as galvanizing. If alloy steel is preferred, Corten, manufactured by United States Steel Company, will be found satisfactory.

Preferably each end section 30 is made in a unit with the corresponding latitudinalsection l2, as shown on Sheet 5. By reference to Fig. 1'7,

it will be seen that one of the side beams of the end section 30 is made in short lengths 50 Joined at right angles with the corresponding side beams 5| of the latitudinal section l2. Literally triangular pieces are cut out of the chord portions II, II and I 9, and the webs iii are bent at right angles. Afterwards the. chord portions are welded, as indicated at 52.

A special cross bar 53 (with its flange 56 straight instead of being bent as shown at 20, Fig. 6) is riveted at 54 to the webs it of the short lengths 50 and forms the intermediate portion of the side beam for the section 30, as well as one of the cross bars of the section [2.

A cross bar Id, like those used in the sections laterally outwardly along the sides and extending from side to side of the frame. I

2. In a running board, a frame, and an upwardly facing concave tread of reticulated, metal extending longitudinally of, and from side to side of, the frame.

3. A running board including a tread plate sloped outwardly and upwardly at each side and provided with numerous openings smaller than a mans shoe heel, bounded by sharp edges.

4. A running board including a plurality of sections, a support at the adjacent ends of two sections, one of the sections having slotted seats on the support and the other having downwardly directed bolts extending downwardly through said slots and support for connecting the adjacent ends to the support.

5. A running board for railway cars and like conveyances comprising a tread having its side portions inclined upwardly and outwardly, and means for supporting said tread with its axis in a substantially horizontal position whereby on rocking and rolling of the walk and on rounding curves the inclined portions of the tread will materially assist in preventing persons on the walk from being thrown therefrom.

6. A metal running board comprising a tread of reticulated metal, a supporting frame for said tread of less width than the tread, said frame comprising side beams each having a top chord extending laterally outwardly beneath, upwardly alongside and inwardly over the corresponding edge of the tread, cross bars connecting the side beams, and means integral with said chords for engaging said tread for holding the same in position on said frame.

7. A metal running board comprising a tread of reticulated metal, a supporting frame for said tread of less width than the tread, said frame comprising side beams each having a top chord extending laterally outwardly beneath, upwardly tion of the chord being wider than the outwardly extending portion and being bent downwardly into marginal holes in the tread, and cross bars connecting the side beams.

9. A running board for railway cars and the like comprising two end sections secured to the ends of the car, respectively, each section comprising a frame, a tread member secured to said frame and a bracket rigidly secured to the inner end of each frame and extending inwardly and provided with an aperture, a connector section and a plurality of intermediate sections between said connector and end sections, each intermediate section comprising a frame and a tread member secured to said frame, each of said intermediate sections having rigidly connected thereto a downwardly extending bolt at one end and a bracket having an aperture at the other end thereof, the aperture being on the inner end of each intermediate section, supporting brackets beneath said first-named brackets rigidly secured in position and having apertures therethrough in alinement with the apertures in said brackets for receiving said bolts, said connector section comprising a frame, a tread portion carried by said-frame, and a bolt rigidly connected to each end thereof and depending therefrom for engaging the apertures in the brackets of adjacent intermediate sections whereby after the end and intermediate sections have been secured in position, the connector section may be lowered in position between the intermediate sections at each end portion of the car with the bolts ex tending through the alined apertures in brackets of adjacent sections and bracket supports.

10. A running board including two sections substantially in alinement and spaced apart endwise and having slotted seats at the adjacent ends, a bracket beneath each seat secured to the roof of a car, each bracket having an opening in vertical alinement with the slot in the 'corre-* sponding seat, and an intermediate section having downwardly directed bolts rigidly secured thereto and adapted to be received in the slots in said seats and extending through said openings in said brackets.

11. A running board comprising a pair of sections spaced apart, a bracket beneath the inner end of each section secured to the roof of a car, each bracket having a vertical opening therethrough, each section having connecting members rigidly attached to their inner ends and provided with slots in alinement with the openings in said brackets, an intermediate section having rigidly secured thereto depending bolts for engaging said slots and openings and fastening means for said bolts whereby said sections may be assembled by first rigidly securing said pair of sections in alinement in spaced position and then lowering the intermediate section in position between the first-named sections with the bolts extending through said slots and openings so that even though the fastening means become lost, said intermediate section will be maintained in lowered position in alinement with the first-named sections by said bolts and the force of gravity. a

12. In a running board, a frame comprising side beams spaced apart, cross bars connecting the ends of said side beams, a sill connected to the central portions of said cross bars, said cross bars having their upper surfaces inclined upward and outwardat each side portion 01 the frame, and a tread coniorming to the upper surfaces of said beams, sill and cross bars and rigidly secured to said side beams.

HERBERT E. BARTSCH. 

